WO2007107085A1 - Ensemble de puissance pour vehicules - Google Patents

Ensemble de puissance pour vehicules Download PDF

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Publication number
WO2007107085A1
WO2007107085A1 PCT/CN2007/000821 CN2007000821W WO2007107085A1 WO 2007107085 A1 WO2007107085 A1 WO 2007107085A1 CN 2007000821 W CN2007000821 W CN 2007000821W WO 2007107085 A1 WO2007107085 A1 WO 2007107085A1
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WO
WIPO (PCT)
Prior art keywords
hydraulic
variable
engine
motor
power
Prior art date
Application number
PCT/CN2007/000821
Other languages
English (en)
French (fr)
Chinese (zh)
Inventor
Ronghui Zhu
Original Assignee
Zhu Raphael
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Zhu Raphael filed Critical Zhu Raphael
Priority to KR1020087025061A priority Critical patent/KR101163269B1/ko
Priority to EP07711088.0A priority patent/EP2006146B1/en
Priority to JP2008558622A priority patent/JP5356039B2/ja
Priority to CN2007800090294A priority patent/CN101415576B/zh
Publication of WO2007107085A1 publication Critical patent/WO2007107085A1/zh
Priority to US12/231,795 priority patent/US7806796B2/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/08—Prime-movers comprising combustion engines and mechanical or fluid energy storing means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H47/00—Combinations of mechanical gearing with fluid clutches or fluid gearing
    • F16H47/02—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the volumetric type
    • F16H47/04—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the volumetric type the mechanical gearing being of the type with members having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/15—Preventing overcharging
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/38—Control of exclusively fluid gearing
    • F16H61/40—Control of exclusively fluid gearing hydrostatic
    • F16H61/4078—Fluid exchange between hydrostatic circuits and external sources or consumers
    • F16H61/4096—Fluid exchange between hydrostatic circuits and external sources or consumers with pressure accumulators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/38—Control of exclusively fluid gearing
    • F16H61/40—Control of exclusively fluid gearing hydrostatic
    • F16H61/42—Control of exclusively fluid gearing hydrostatic involving adjustment of a pump or motor with adjustable output or capacity
    • F16H61/421—Motor capacity control by electro-hydraulic control means, e.g. using solenoid valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/38—Control of exclusively fluid gearing
    • F16H61/40—Control of exclusively fluid gearing hydrostatic
    • F16H61/42—Control of exclusively fluid gearing hydrostatic involving adjustment of a pump or motor with adjustable output or capacity
    • F16H61/431—Pump capacity control by electro-hydraulic control means, e.g. using solenoid valves
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/40—DC to AC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/10—Electrical machine types
    • B60L2220/16—DC brushless machines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/441—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/26—Driver interactions by pedal actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
    • F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
    • F16H2037/0866—Power split variators with distributing differentials, with the output of the CVT connected or connectable to the output shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
    • F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
    • F16H2037/0866—Power split variators with distributing differentials, with the output of the CVT connected or connectable to the output shaft
    • F16H2037/0873—Power split variators with distributing differentials, with the output of the CVT connected or connectable to the output shaft with switching, e.g. to change ranges
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0034—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising two forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
    • F16H2200/2005—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with one sets of orbital gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/46—Gearings having only two central gears, connected by orbital gears
    • F16H3/48—Gearings having only two central gears, connected by orbital gears with single orbital gears or pairs of rigidly-connected orbital gears
    • F16H3/52—Gearings having only two central gears, connected by orbital gears with single orbital gears or pairs of rigidly-connected orbital gears comprising orbital spur gears
    • F16H3/54—Gearings having only two central gears, connected by orbital gears with single orbital gears or pairs of rigidly-connected orbital gears comprising orbital spur gears one of the central gears being internally toothed and the other externally toothed
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

Definitions

  • the invention relates to a device for power transmission, conversion, storage and use used in a motor vehicle, in particular to a motor vehicle power device capable of realizing stepless speed change and multi-power mixing and circulation driving, and machine-liquid power integration.
  • the vehicle In the urban road conditions, the vehicle has a low-speed low-load and parking idle energy consumption of 17.2%, a generator and an air-conditioner compressor accounted for 2.2%, a motor power transmission loss of 5.6%, a brake brake of 5.8%, 8% ⁇ The rolling friction and air resistance loss was 6.8%. Only 12.6% of the heat energy of gasoline is consumed in the car. If it can reduce the low-speed low-load and parking idle energy consumption and brake brake energy consumption by 23%, it can save 50%. Thus, the potential for energy savings through advanced technology is enormous.
  • the power of the car is mainly the internal combustion engine, especially the gasoline engine.
  • Its dynamic characteristic is that the rotation speed is 600-6000 rpm, and the torque is slightly convex and constant torque with respect to the rotation speed, which increases with the throttle opening to be approximately linear proportional.
  • the engine can only have higher efficiency under a certain speed range and load, and the efficiency is greatly reduced at low speed and low load.
  • the characteristics of gasoline engines and diesel engines are slightly different.
  • the high efficiency zone of diesel engines is relatively broad. Under rated conditions, the average effective efficiency of the engine itself is only 37.6% ( 2 18g/kwh). In urban traffic conditions, the engine is operating at a low load for most of the time. At an engine rated load of 10 - 30%, the average engine efficiency is only 16-18% (480g/kwh).
  • the methods of energy saving and emission reduction of automobiles mainly include improving the thermal efficiency of the engine itself, such as high compression ratio diesel engine technology; reducing the resistance power consumption, such as reducing the weight of the vehicle, reducing the wind resistance and rolling resistance; new power new energy, such as electric technology, hydrogen fuel Battery technology, methanol fuel; improve the energy efficiency of the vehicle by changing the transmission mode, such as high-efficiency transmission, Infinitely variable speed, hybrid power, brake kinetic energy recovery, etc.; and for hundreds of millions of cars already in use, there is no good energy saving solution.
  • the winter invention mainly adopts the purpose of improving the energy utilization efficiency of the vehicle and the electric technology by changing the transmission mode to achieve energy saving and emission reduction of the automobile.
  • Automobile 3 ⁇ 4 speeders are generally classified into stepped manual/automatic transmissions and continuously variable transmissions according to operation and transmission.
  • the manual geared step-variable transmission is very efficient, but it is difficult to achieve optimal coordination with the internal combustion engine.
  • the overall efficiency of the car is not high, and the frequent shifting is labor-intensive.
  • the use of automatic mechanical shifting technology (AMT) instead of manual operation requires high intelligent control of the system.
  • the automatic shifting type stepped transmission (AT) consists of a torque converter and a planetary gear train, which improves the efficiency of the engine, but has low efficiency, and the control system is complicated and difficult to manufacture. Continuously variable transmissions have always been the ideal of people's pursuit.
  • the shunt transmission scheme combining hydraulic stepless speed change and mechanical transmission, such as the US patent 6145409 Hybi id Gearbox, EI Ben Komatsu machinery and the "machine fluid split multi-stage continuously variable transmission” researched by some universities in China, obtained Good energy saving effect.
  • the US patent 6145409 Hybi id Gearbox, EI Ben Komatsu machinery and the "machine fluid split multi-stage continuously variable transmission” researched by some universities in China, obtained Good energy saving effect.
  • due to its large weight it is only suitable for engineering vehicles used in passenger cars, school buses, tractors and special purposes.
  • the electromechanical hybrid drive system In the electromechanical hybrid drive system, according to the matching method of the machine and the electric system, it can be divided into three types: series, parallel and hybrid. According to the size of the power supply, it is divided into weak mixing and strong mixing. The weakly mixed electric energy release is only used for the start-stop control and acceleration assistance of the engine, and the energy saving effect is limited. Strong mixing can drive the car forward independently by electric energy.
  • the electromechanical hybrid drive drives the fuel consumption of the ordinary car shovel in the urban conditions of 3. 5 - 5 liters, fuel consumption is reduced by 30-50%, pollutants The emissions are reduced by 90%. It is mainly used when the car is running at low speed and low load, and the engine is started above a certain speed.
  • 4,441,573, 5,088,041, and 5,590,912 propose a variety of machine-liquid hybrid drive mechanisms and energy management methods, such as dual engine mode, multi-stage pressure mode, etc., among which the more advanced is the dual mode machine-liquid hybrid drive, ie At low speeds, the full hydraulic continuously variable transmission is adopted. At high speed, the pure mechanical transmission is adopted, and the switching between the modes is realized by the two clutches, which can partially improve the energy saving effect, but the hydraulic transmission efficiency is low at low speed, pure mechanical at high speed. The transmission does not solve the contradiction between the system's power and economy, so the improvement effect is limited. In China, the School of Mechanical and Vehicle Engineering of Beijing Institute of Technology has also carried out a lot of research and exploration in terms of mechanical liquid-phase split-stage stepless variable speed transmission and hybrid power, and has obtained some simulation analysis results.
  • the use of a simple car shifting device can not solve the three major energy-saving key.
  • the electromechanical hybrid drive method although the energy saving effect is greatly improved, the performance and system cost of the battery become the key to its development, such as the realization of rapid charge and discharge, the improvement of energy storage efficiency and the battery life.
  • the drive system is complex, the required electromechanical conversion control, battery packs and high-power motors are costly, and it is difficult to achieve energy-saving retrofits for nearly 800 million vehicles already in use around the world.
  • the existing machine-liquid hybrid drive mode has not overcome the shortcomings of the hydraulic system, such as small specific energy and low transmission efficiency.
  • the designed mechanism is complex and has a large volume and weight.
  • the engine runs at low speed, ie in urban conditions or in high-speed road conditions, with low fuel consumption and low emissions;
  • the car can automatically turn off when parked, and automatically start when needed to reduce idle fuel consumption;
  • the car can be driven by a plug-in power supply at low speed and low load;
  • a machine-liquid split-segment stepless variable speed transmission system mainly composed of two variable liquid motives + planetary gear trains + transmission gear sets on a vehicle equipped with an internal combustion engine
  • the hydraulic accumulator is configured
  • the battery pack is used as the accumulator device
  • the electric/generator is configured as the auxiliary power device.
  • the energy management system realizes the three major technologies of mechanical, hydraulic and electric power, the continuously variable transmission and the hybrid drive.
  • a motor vehicle power unit comprising: a planetary gear mechanism: having an input end, an output end and a control end, wherein the input end is connected to an output end of the engine, and the output end is connected to the motor vehicle power through a mechanical transmission mechanism On the power output shaft of the device;
  • the first variable hydraulic motor it is connected to the control end of the planetary gear mechanism, and is connected to the fuel tank through a hydraulic line;
  • ⁇ two variable liquid motive its rotating shaft is connected to the power output shaft of the motorized power unit, the second variable liquid Motive force input or output of power through the power output shaft; and the second variable liquid engine is respectively connected to the first variable liquid engine and the oil tank through a hydraulic line;
  • Electronic control device collecting operating parameters of the vehicle and control parameters for the vehicle, and outputting a control signal according to the parameters; the first variable liquid engine and the second variable liquid engine are responsive to the control signal of the electronic control device Variable adjustment
  • Hydraulic control device It is disposed on the hydraulic circuit and controls the working state of the first variable liquid engine and the second variable liquid engine in response to the control signal of the electronic control device.
  • the planetary gear mechanism is a single-row NGW planetary gear mechanism or an NW planetary gear mechanism
  • the single-row planetary gear mechanism includes a sun gear, a planetary gear, and a planetary carrier.
  • the gingival, wherein the sun gear is the control end, the planet carrier and the ring gear are respectively the output end or the input end, and at least between the input end, the output end and the control end are installed at least a first clutch device, the first clutch device is responsive to electronic control The control signal of the device performs a clutching action to adjust the planetary gear mechanism to switch between different gear ratios.
  • the planetary gear mechanism is a planetary gear mechanism in which two or more rows are connected in series, at the input end and the input end of each planetary gear mechanism.
  • a first clutch device is disposed between any two of the control ends, and two or more rows of planetary gear mechanisms connected in series are formed with at least two control ends, wherein one control end is connected to the first variable liquid Motivating, the other control end is connected to the casing of the power device of the motor vehicle through the second clutch device, and the first clutch device and the second clutch device perform a clutching action in response to the control signal of the control device, thereby adjusting the planetary gear mechanism Switching between different gear ratios. .
  • the mechanical transmission mechanism includes two or more stages of parallel gear shifting pairs, and an overrunning clutch is respectively disposed between the two or more stages of the shifting gear pair and the output end of the planetary gear mechanism.
  • a second clutch device is disposed between the pair of shifting gears connected in parallel between the two or more stages, and the overrunning clutch and the second clutching device respectively adjust a transmission ratio of the mechanical transmission mechanism by a clutching action.
  • the above-mentioned overrunning clutch is a wedge type overrunning clutch.
  • the second clutch device is a jaw type electromagnetic clutch or a jaw type manual clutch, wherein the jaw type electromagnetic clutch performs a clutching action in response to a control signal of the electronic control unit.
  • the first variable hydraulic machine is a variable hydraulic pump
  • the second variable hydraulic motor is a variable hydraulic motor
  • the first variable hydraulic machine is a variable two-way duplex hydraulic pump/motor
  • the second variable hydraulic machine is a variable two-way duplex hydraulic pump/motor.
  • the hydraulic control device includes a first electromagnetic directional valve connected to the first variable hydraulic motor high pressure port and a second electromagnetic directional valve connected to the high pressure port of the second variable hydraulic engine.
  • the electromagnetic directional valve is configured to communicate the high pressure port of the first variable hydraulic motor with a hydraulic line directly connected to the oil tank or with a hydraulic line connected to the second electromagnetic directional valve in response to a control signal of the electronic control device; the second electromagnetic directional valve
  • the high pressure port of the second variable hydraulic motor is in communication with a hydraulic line directly connected to the fuel tank or with a hydraulic line hydraulic line connected to the second electromagnetic directional valve in response to a control signal from the electronic control unit.
  • the hydraulic circuit between the first electromagnetic directional valve and the second electromagnetic directional valve is connected to the oil tank through a relief valve.
  • the high pressure port of the first variable hydraulic motor and the high pressure port of the second variable hydraulic motor are respectively connected to the oil tank through a check valve to form a hydraulic circuit.
  • the low pressure port of the first variable hydraulic motor and the low pressure port of the second variable hydraulic drive are connected by a hydraulic line and connected to the fuel tank.
  • a heat dissipating means is provided on the hydraulic circuit between the low pressure port of the first variable fluid engine and the low pressure port of the second variable liquid engine.
  • the first variable liquid engine and the second variable liquid engine drain port are connected to the oil tank through a filter.
  • a hydraulic accumulator is provided on the hydraulic circuit between the first variable liquid engine and the second variable liquid engine, and the first variable liquid engine and/or the second variable liquid engine convert mechanical energy.
  • the hydraulic accumulator stores the hydraulic energy of the first variable liquid engine and/or the second variable liquid engine output when the hydraulic energy is; the hydraulic energy is converted into mechanical power by the first variable liquid engine and/or the second variable liquid engine
  • the hydraulic accumulator outputs hydraulic pressure to the first variable liquid engine and/or the second variable liquid engine. .
  • the hydraulic accumulator is connected to the first electromagnetic directional valve by a control valve that switches between one-way communication and direct communication in response to a control signal of the electronic control unit.
  • the hydraulic accumulator is a split accumulator comprising two pressure vessels in communication with each other, wherein a gas cylinder is installed in one of the compressed air vessels.
  • the hydraulic circuit between the first electromagnetic directional valve and the second electromagnetic directional valve and the hydraulic accumulator is provided with a control hydraulic accumulator and the first electromagnetic directional valve and the second electromagnetic directional valve A connected on-off control valve that performs an on-off action in response to a control signal from the electronic control unit.
  • the motor vehicle power unit further includes a power steering device, and the high pressure oil input end of the hydraulic power steering device is coupled to the hydraulic accumulator.
  • the motor vehicle power unit further includes a hydraulically driven air conditioner compressor, and the high pressure oil input end of the hydraulically driven air conditioner compressor is connected to the hydraulic accumulator.
  • the motor vehicle power unit further includes a hydraulic brake boosting device, and the high pressure oil input end of the hydraulic brake assisting device is coupled to the hydraulic accumulator.
  • the electronic control device stores an engine universal characteristic graphic, and includes a position sensor that collects a position parameter of the ignition switch of the automobile, a position sensor that collects an accelerator pedal position parameter, and a mechanical brake pedal.
  • the electronic control sensor further includes a displacement sensor that separately acquires the first variable hydraulic drive and the second variable hydraulic drive displacement parameter.
  • the electronic control device further includes a pressure sensor that collects the pressure of the lubricating oil. ::
  • the motor vehicle power unit further includes a hydraulic assist brake pedal, and the positional parameter of the pedal is input to the electronic control unit via the position sensor.
  • the electronic control device further includes a temperature sensor that collects the temperature of the engine cooling water.
  • the motor vehicle power unit further includes a motor coupled to the power output shaft of the power unit of the motor vehicle, a motor and a motor controller, the motor being powered by a rechargeable battery, the rechargeable battery being connected to the vehicle battery manager
  • the motor controller and the vehicle battery manager respectively respond to the control signals of the electronic control device to the motor and the rechargeable The battery is controlled.
  • the rechargeable battery is connected to an external power source through a vehicle-mounted smart charger.
  • the external power source is a power source having a power metering and billing function of the parking lot.
  • the electronic control device can be controlled as follows:
  • the electronic control device controls the hydraulic control device to communicate the hydraulic circuit between the first variable liquid engine and the second liquid engine, and adjusts the first variable liquid engine and the first
  • the variable of the two-variable liquid engine causes the first variable liquid engine to output the pressure oil, and drives the rotating shaft of the second liquid engine to rotate, so that the power output of the power output shaft connected to the rotating shaft obtains the driving torque of the planetary gear mechanism and the second The sum of the torques of the variable liquid motive output, thereby driving the vehicle's variable speed torque to exercise.
  • the electronic control device can perform the following control: when the vehicle starts and accelerates, the accelerator pedal is stepped on, and the electronic control device controls the first electromagnetic directional valve and the second electromagnetic directional valve to be connected to the first liquid engine and the first
  • the hydraulic circuit of the two-liquid engine, and the linkage between the accelerator pedal and the engine throttle the electronic control device obtains the engine output torque value from the engine universal characteristic matrix according to the throttle opening degree and the engine speed, and obtains the equation according to the planetary wheel torque relationship equation.
  • the torque of the sun wheel is calculated, and the displacement value of the first liquid engine at the rated pressure is calculated.
  • the output signal of the electronic control device controls the variable mechanism of the first liquid engine, and accordingly the first variable liquid engine outputs the pressure oil, and drives the two variables.
  • the rotating shaft of the hydraulic motor rotates to output a torque.
  • the output of the rotating shaft obtains the sum of the driving torque of the planetary gear train and the torque output by the hydraulic motor, and starts the acceleration of the vehicle.
  • the displacement of the second hydraulic motor is automatically controlled by the pressure of the high pressure oil port. Control, the pressure rises, the displacement increases; the pressure decreases, the displacement decreases; Force is zero, the displacement is zero.
  • the control device when the vehicle speed reaches a predetermined value, performs the following control: controlling the second electromagnetic directional valve to directly connect the second variable hydraulic motor to the oil tank, thereby disconnecting the first variable liquid engine, the first variable The hydraulic motor is braked, the control end of the planetary gear mechanism is locked to cause the planetary gear mechanism to be fixed speed ratio transmission; or the control device controls the clutch device in the planetary gear mechanism to make the planetary gear mechanism into a rigid body transmission.
  • the control means controls the second clutch device between the two or more stages of the mechanical transmission mechanism to perform the clutching operation of the second clutch device between the upper shift gear pairs, thereby switching the gear ratio.
  • the control device can be controlled as follows: when the load of the vehicle is low, a part of the mechanical power output by the planetary gear structure is transmitted to the power output shaft to drive the motor vehicle through the mechanical transmission, and Part of the hydraulic control device controls the first variable liquid engine and/or the second variable liquid engine converts mechanical energy into hydraulic energy stored in the hydraulic accumulator; when the motor power demand increases, the hydraulic control device controls A variable liquid engine and/or a second variable liquid engine converts hydraulic energy stored in the hydraulic accumulator into mechanical power to assist the engine to drive the motor; or, the hydraulic energy stored in the hydraulic accumulator lock reaches a predetermined upper limit When the value is stopped, the power output of the engine is stopped, and the first variable hydraulic motor and/or the second variable hydraulic motor are directly controlled by the hydraulic control device to convert the hydraulic energy into mechanical power to drive the motor vehicle to travel; the hydraulic pressure stored in the hydraulic accumulator Can recover when it can meet the power demand The engine's power output, the next cycle of hydraulic energy and mechanical energy conversion cycle.
  • control device can be controlled to: convert a portion of the mechanical energy into electrical energy stored in the rechargeable battery by the motor during engine power output; when the power demand of the motorized vehicle increases
  • the motor controller controls the motor to convert the electrical energy into mechanical power, and the auxiliary engine drives the motor vehicle to exercise; or the motor output mechanical power drives the motor vehicle to exercise during the engine stop power output.
  • variable speed torque and hybrid principle of the above-mentioned motor vehicle power device of the present invention from the kinematic point of view, one is to use the differential transmission function of the planetary gear train to control the planetary gear train to achieve shifting by the variable hydraulic mechanism;
  • the variable speed is achieved by the hydraulic transmission itself; from the perspective of energy flow, the input energy is decomposed by the imperial wheel train, part of which is transmitted to the output end through the planetary gear train itself, and the other part is shunted to the stage shifting mechanism.
  • It can be synthesized directly at the output, that is, the shunt transmission can be realized, or it can be temporarily stored by the accumulator and released when needed, that is, the hybrid transmission can be realized.
  • the proportional relationship between the torque of the planetary gear sun gear, the carrier and the ring gear is fixed, and the variable speed is invariant.
  • a corresponding torque converter In order to meet the complex load change requirements of the vehicle, a corresponding torque converter must be matched.
  • the torque converter is used to change the power transmission path, and the present invention utilizes the variable torque mechanism of the variable hydraulic pump-variable motor to match the planetary gear train.
  • the torque ratio of the variable hydraulic pump-variable motor is equal to The ratio of the displacements of the two can theoretically be adjusted from a wide range of 0 - infinity, and the maximum output torque depends on the maximum allowable torque value of the hydraulic motor.
  • connection or fixed connection referred to in the present invention refers to a coaxial synchronous connection with no relative displacement between two connected components or a different-speed transmission connection of a fixed speed ratio, the former being connected by a coupling, passing a flat key, a spline and a blocking
  • the connection of the ring combination, etc., the latter such as gears, pulleys, sprocket and other transmission connections.
  • the circumferential fixed connection referred to in the present invention refers to a coaxial synchronous connection or a fixed-speed different-axis transmission connection without a relative angular displacement between the two connected components, but allows axial slippage, such as a slide rail connection, Key connection, etc.
  • the car is in the low-speed zone, with the engine starting high-efficiency work - flameout or idle speed, hydraulic drive - engine restart work cycle mode, so that the engine runs efficiently, thanks to hydraulic and electric energy storage assistance, thus solving the car adoption
  • the timing of the flameout is not easy to grasp. If it is manually controlled, it is too troublesome. It needs frequent start-up of the motor, low efficiency, reduced battery and motor life and increased exhaust emissions. problem.
  • the direct mechanical large-speed ratio transmission is adopted to allow the engine to work efficiently in the vicinity of the minimum speed corresponding to the power required for the uniform operation of the car.
  • the auxiliary power is provided by the liquid engine to cooperate with the vehicle to quickly reduce the transmission ratio to increase the output torque and meet the power demand of the system.
  • the steam engine needs to slow down and slide, the traditional method is difficult to achieve neutral sliding due to mechanism and safety reasons.
  • the engine acts as a brake and wastes energy.
  • the invention can automatically realize neutral sliding under the premise of safety, thereby reducing fuel consumption. ;
  • the engine is automatically turned off when the car is parked.
  • both the liquid motor and the motor can act as a brake to recover the kinetic energy of the car.
  • the engine can often operate at high speed and low discharge speeds and load zones. Especially in the case of low speed and low load of the vehicle, the engine start-stop/idle cycle operation mode is adopted, and the originally wasted energy is utilized by the liquid and electric system to greatly improve the engine heat conversion efficiency.
  • the dual-mode circulating drive at low speed allows the engine to still load or stall when the vehicle is parked, and then uses the recovered liquid electric energy to drive the car forward, and quickly and conveniently starts the engine through the hydraulic system when necessary. While saving the engine idle energy consumption, it solves a series of problems caused by the frequent start and stop of the engine under the engine stall mode when the vehicle is parked alone.
  • the automatic neutral taxiing mechanism saves the engine's additional power loss due to the inability to frequently cut into neutral gears while ensuring safety.
  • the hydraulic motor and the hydraulic energy storage device are used as auxiliary brake mechanisms to carry out most of the kinetic energy of the vehicle and use it when the vehicle is started again. Since the power of the hydraulic motor can be large, the energy storage rate and efficiency of the hydraulic accumulator are higher than that of the battery pack, so the recovery of kinetic energy is higher than that of electric energy recovery. Moreover, the hydraulic compressor is used to replace the current mechanical compressor, and the hydraulic steering assist device of the present invention is used to replace the original hydraulic power steering pump, and the energy consumption of the engine can be further reduced.
  • the first three problems that the transmission cannot solve are solved by the hybrid: braking energy recovery, low speed and low load of the engine, and power and economy in the high speed of the car.
  • the contradiction; the second is the wide-range high-efficiency continuously variable transmission from 0-the highest speed, which is difficult to achieve in the existing transmission.
  • the device of the present invention requires only two stages.
  • the shifting mechanism implements four efficient nodes.
  • the first device of the present invention does not require high-cost high-power motors, battery packs and controllers, and uses low-cost mechanical and hydraulic transmission as the main body.
  • the flexible configuration of the power is supplemented, so the cost is greatly reduced.
  • the specific power of the hydraulic power unit is much higher than that of the electric motor. Therefore, the main body of the device has a small size and is easy to install, especially on the existing models, without major changes. It can be realized, which can reduce the development cost of new models and the transformation of in-use vehicles, which is difficult to achieve with existing electromechanical hybrid technology.
  • the advantages of the device of the present invention are as follows: 1) using a hybrid splitting and segmentation technique, overcoming the series, parallel or dual mode hybrid drive, due to the low efficiency of the hydraulic circuit, it is difficult to High-efficiency transmission and complicated mechanism under various working conditions; 2) Introducing high specific energy and high-power hydraulic pressure, and ternary hybrid with internal combustion engine to complement each other to achieve the best energy-saving effect, overcoming simple fluid Hybrid because of the low specific energy, it can only be used as a starting aid and it is difficult to achieve the cycle drive, otherwise the engine must be frequently started.
  • control mechanism is relatively complicated, but the actual structure and manufacturing are relatively simple and easy.
  • the main components are existing industrial mature products, high-power motors without special structure, high-power control devices and
  • the high-capacity battery pack with particularly fast charge and discharge characteristics has a higher overall cost than the manual transmission, but is much more economical than the self-propelled transmission system, which is more economical than the current electromechanical hybrid drive.
  • the invention provides a device for energy saving by electromechanical liquid ternary hybrid technology according to the characteristics of the automobile load and the engine dynamic characteristics, the structure is relatively simple, the manufacturing is easy, the operation is convenient, the cost is low, the volume is small, and the load is adapted to various loads. Change, with good power and comfort, can be optimized and matched with engine characteristics, so that the engine often works in high efficiency and low emission area, can realize parking stop, brake braking energy recovery, high efficiency stepless speed change and external charging type
  • the electric energy assisted drive can replace the existing transmission on the car, and realize energy-saving retrofit of the existing car or energy-saving drive of the new car. , ' BRIEF DESCRIPTION OF THE DRAWINGS
  • FIG. 1 is a schematic structural view of a continuously variable transmission according to Embodiment 1 of the present invention
  • Figure 2 is a schematic diagram of the structure and speed regulation principle of the NGV planetary gear train
  • Figure 3 is a schematic view showing the mechanical structure of the single-stage transmission continuously variable transmission of Embodiment 1;
  • Figure 4 is a schematic view showing the mechanical structure of a double-row planetary gear train continuously variable transmission
  • Figure 5 is a schematic view showing the mechanical structure of the two-stage gear shifting mechanism of the present invention.
  • FIG. 6 is a hydraulic system diagram of Embodiment 1;
  • FIG. 7 is a diagram showing the control system of the embodiment 1;
  • Figure 8 is a flow chart of the procedure of Embodiment 1;
  • Figure 9 is a schematic view showing the principle of the stepless speed change and the machine-liquid hybrid drive according to the second embodiment of the present invention.
  • Figure 10 is a diagram showing a control system of an embodiment of the present invention.
  • Figure 11 is a schematic view showing the principle of the stepless speed change and the liquid-electric hybrid drive according to the third embodiment of the present invention.
  • Figure 12 is a hydraulic system diagram of Embodiment 2 or 3 of the present invention.
  • Figure 13 is a diagram showing a control system of Embodiment 3 of the present invention.
  • Figure 14 is a flow chart showing the procedure of "1 or 3" according to an embodiment of the present invention.
  • Figure 15 is a high voltage accumulator structure of Embodiment 2 or 3 of the present invention.
  • Figure 16 is a front elevational view showing the structure of a low pressure accumulator-closed fuel tank of Embodiment 2 or 3 of the present invention.
  • Figure 17 is a plan view showing the structure of a low pressure accumulator-closed fuel tank of Embodiment 2 or 3 of the present invention.
  • Figure 18 is a mechanical structural assembly diagram of a two-stage gear shifting mechanism of the present invention.
  • Embodiment 1 Continuously variable transmission device of the present invention
  • the continuously variable transmission device of the present invention is mainly composed of an internal combustion engine 101, a flywheel 102, a differential planetary gear train 103 with a lock, a mechanical transmission mechanism 104, a power synthesis and a main
  • the auxiliary device 113, the differential 114, the case 12G, and the like are composed.
  • the connection relationship between the components of the apparatus of the present invention is:
  • the output shaft of the internal combustion engine 101 is fixedly coupled via the flywheel 102 and the input end of the differential planetary gear train 103; the output of the differential planetary gear train 103 and the input of the mechanical transmission mechanism 104
  • the shaft is fixedly connected;
  • the output shaft of the mechanical transmission mechanism 104 and the power combination are fixedly connected to the final drive 105 and the drive mechanism 114 in sequence;
  • the control end of the differential planetary gear train 103 is fixedly connected with the power shaft of the first variable hydraulic motor 107,
  • the power shaft and the power combination of the two-variable liquid engine 108 are fixedly coupled with the power synthesis shaft of the final drive 105; the flywheel 102,
  • the differential planetary gear train 103, the mechanical transmission mechanism 104, the power combiner and final drive 105, and the differential 114 are all mounted within the casing 120.
  • the high pressure end of the first variable hydraulic motor 107, the high pressure end of the second variable hydraulic motor 108, the hydraulic mechanism in the auxiliary device 113, and the like are all hydraulically controlled by the hydraulic controller 109 and the optional hydraulic accumulator 106 and the hydraulic oil tank 110.
  • the pipelines are connected, and the low pressure end of the first variable hydraulic motor 107, the low pressure end of the second variable hydraulic motor 108, and the low pressure fuel tank are connected by hydraulic lines.
  • the electronic control unit 112 and the sense sensor 111, the auxiliary device 113, and all the components in the system that need to be controlled are connected by signal lines or control lines.
  • the apparatus of the present invention is decomposed into four subsystems: a mechanical system, a hydraulic system, an auxiliary system, and an electronic control system.
  • the mechanical system of the apparatus of the present invention includes an internal combustion engine 101, a flywheel 102, a differential planetary gear train 103, a transmission mechanism 104, a power combiner and final drive 105, and a differential 114.
  • the internal combustion engine 101 may be a gasoline engine or a diesel engine; for an automobile of the same power configuration, since there is additional power in the present invention, an engine with a smaller displacement can be selected to increase the load factor and efficiency.
  • a one-way clutch 101a is mounted on the main shaft of the internal combustion engine to prevent reverse rotation, and the end thrust bearing 101b is received to withstand the axial force that the main shaft may be subjected to.
  • the differential planetary gear train 103 is preferably in the form of a single row of NGW or NW (as shown in Figures 3 and 5). Other types, such as double or multiple rows of planetary gear mechanisms (as shown in Figure 4), Simpson can also be used. Type or Laveral type, etc.; The structure and shifting principle of the single-row NGW planetary gear train are shown in Figure 2. It consists of three components, such as the sun gear 103a, the planetary gear and the carrier 103b, and the ring gear 103c, such as a planet.
  • the mode 2 takes the ring gear 103c of the planetary gear train as the input end, the carrier 103b serves as the output end, and the engine output shaft passes through the flywheel and the planetary gear train.
  • the inlet end is fixedly connected, the engine power is input from the ring gear of the planetary gear train, and the power is outputted from the output end of the planetary gear train; between any two of the three moving parts of the planetary gear, the planetary gear lockup clutch 103d is disposed,
  • the electromagnetic wheel or the hydraulic control realizes the separation and engagement of the planetary gears.
  • the lock-up clutch hereinafter referred to as the lock
  • the planetary gear becomes an efficient rigid body transmission.
  • the lock is differentially driven. , can realize the decomposition or synthesis of motion.
  • the mechanical transmission mechanism 104 is a single-stage or multi-stage mechanism with an automatic overrunning transmission function.
  • the automatic over-travel function means that the output rotation speed of the output-free member exceeds the rotation speed of the input member, and the rotation is realized, from the differential planetary gear train 103 to the power synthesis and Power transmission, transformation, interruption or overrun between the final drives 105.
  • the purpose of using the overdrive is: 1) car line During the driving process, the neutral sliding can be automatically realized to eliminate the no-load friction loss of the first variable hydraulic motor 107; 2) using the first variable hydraulic motor 107 to start the engine under no load and automatically cut into the transmission operation without affecting the automobile.
  • Driving 3) Isolating input and output power for easy shifting.
  • the automatic override function may not be provided only when a specially designed first variable liquid motor 107 having a small idle drag torque and a small moment of inertia is used.
  • the multi-stage transmission mechanism has two functions: First, when the energy flow ratio of the speed regulation power-adaption link in the shunt transmission is large and the efficiency of the link is low, the overall efficiency is set, and the stepless stepless is realized. Speed regulation, reduce the energy flow ratio of the speed regulation power link; Second, due to the limitation of the structure size, when the torque of the speed regulation power link can not meet the requirements of the system, the multi-stage transmission is used to reduce the speed adjustment power adjustment component.
  • Torque requirements thus reducing the size and weight of the variable speed control components, to facilitate the installation of the system;
  • the use of 1- 2 drive can be, such as the choice of 2 drive, that is, low gear and high gear;
  • Optional 2- to 4-speed step-variable transmission generally selected as 1 / 3-1/5 of the original car's step-variable transmission.
  • the transmission mechanism adopts gear set transmission or planetary gear train.
  • the gear set transmission is divided into single-stage transmission gear pairs, see Figure 3, or multi-stage transmission gear pairs with synchronous clutch control, and each transmission gear pair has an overrunning clutch. , see Figure 4.
  • the engine output shaft is fixedly connected via the flywheel and the planetary carrier 103b of the planetary gear train, the ring gear 103c is connected to the output shaft of the planetary gear, and the power is output to the second transmission shaft through the one-way clutch and the transmission gear pair. And connected with the second variable fluid motive.
  • the first variable hydraulic motor and the sun gear of the planetary gear train are connected by gear pairs 104-6a, 104-6b.
  • the jaw-type electromagnetic clutch with the synchronizing device Since the combination and separation of the two-stage shifting gear pairs in the device are performed under unloading conditions, the jaw-type electromagnetic clutch with the synchronizing device is adopted, and the structure is simple and easy to operate; the overrunning clutch is also called a one-way clutch, Wedge type, ratchet type and roller type, among which the wedge type has the best craftability;
  • the transmission mechanism can also be used with a planetary gear train, see Figure 5, the figure number is:
  • the transmission mechanism can adopt single-row or multi-row mechanism; taking a single-row planetary gear train as an example, after considering the transmission speed ratio matching and the rotation direction requirements, two of the three moving parts are respectively used as input and output.
  • the third control unit such as the one-way clutch mounted on the sun gear in this example, it can only be rotated in one direction, that is, it becomes a single-stage transmission with automatic override; in its ring gear, planet carrier and A rigid body synchronous transmission and a variable speed transmission can be realized by providing a locker 104-8e between any two of the sun gears, and the planetary gear train becomes a two-speed transmission having an automatic override function.
  • the hydraulic system of the apparatus of the present invention see Figure 6:
  • the system includes: an optional micro hydraulic accumulator 106, a first variable hydraulic motor 107, a second variable hydraulic motor 108, a hydraulic controller 109, a low pressure fuel tank 110, and a high pressure sum Low pressure connection line, etc.
  • the first variable hydraulic motor 107 is at least one variable hydraulic pump
  • the second variable hydraulic motor 108 is a variable-rotation variable motor, that is, both forward and reverse
  • the best choice is:
  • first The second variable hydraulic motor is a two-way duplex variable hydraulic pump/motor device, that is, it can be used for both forward and reverse rotation, and can be used as a pump or as a motor.
  • the rated torque of the first variable hydraulic engine is the rated torque of the engine. 0 - 5 ⁇
  • the rated torque of the engine is 0. 5 - 5 times.
  • the swash plate type variable displacement axial piston pump/motor is selected.
  • variable swash plate Due to the requirements of bidirectional and duplex, the oil distribution plate and the like have a symmetrical structure, and the variable swash plate can be bidirectionally deflected, so that its working mode and direction are
  • the conversion is very simple. For example, when rotating in a certain direction, as long as the variable swashplate is reversed by the variable control mechanism, the pump and motor operating conditions are converted. When there is no external power driving at rest, the high voltage end is connected to the high voltage. The oil becomes a hydraulic motor, and changing the direction of the swashplate changes the direction of rotation.
  • the variable mechanism of the liquid engine can have various structures, such as the trunnion structure, the wobble plate structure, etc. The control of the variable drive is also different.
  • the motor and the worm wheel mast can also be used for deceleration.
  • the electric drive of the device, etc., and the control motor can be a stepper motor, a torque motor, a DC motor, etc., due to space limitations, will not be described in detail.
  • the liquid engine casing seal such as the shaft end oil seal must be under pressure with the skeleton to avoid oil leakage.
  • a variable axial piston pump/motor invented by the inventors.
  • the two liquid motives can be integrated into one body, sharing one housing, reducing the size and reducing the weight.
  • the hydraulic controller 109 realizes the connection, short circuit, open circuit, commutation and safety protection of the connected hydraulic components themselves and each other; see FIG. 6 , which is composed of a plurality of directional control valves, relief valves and connecting pipes, etc., including: The first variable hydraulic motor 107 electromagnetic directional valve 307ce of the main oil passage, the check valve 307d, the main oil path electromagnetic directional valve 308c of the second variable hydraulic motor 108, the check valve 308d, the relief valve 306c, the filter 331 , the low pressure
  • the oil tank 110, the low pressure line 338, the radiator 339, and the like are formed.
  • An alternative to the low pressure tank is to use an open tank plus a pressurized line pump.
  • the electromagnetic directional valves 307c and 308c of the main oil passages of the first and second variable liquid motives are two-position three-way electromagnetic directional valves with transient short-circuit function, the P port is connected to the high pressure, and the T port is connected to the low-pressure oil passage. , A port liquid high pressure oil port, the electromagnet is disconnected or sucked, the liquid engine high pressure port is connected with the high pressure oil line and the low pressure oil line respectively. When connected with the low pressure oil line, the liquid motion is equivalent to However, the short-circuit function of the valve; the transient short-circuit function of the valve, the A port and the T port are connected, in order to reduce the commutation shock and protect the liquid motive.
  • the inlets of the main oil passage check valves 307d and 308d of the first and second variable hydraulic actuators are connected to the low pressure oil passage, and the outlet end is connected to the high pressure oil passage, which is provided to prevent the liquid pressure high pressure port from being sucked.
  • the oil filter 331 is connected to the drain port of the first and second variable liquid engines, and the outlet end is connected to the low pressure oil path 338.
  • a radiator 339 is installed between the low pressure line connecting the first and second variable liquid motives, and is cooled by the natural air flow generated by the automobile to maintain the temperature balance of the hydraulic oil.
  • the optional micro hydraulic accumulator is installed in front of the high pressure port of the high pressure relief valve, ⁇ in the absorption system;
  • the auxiliary system 113 of the device of the present invention comprises: a cooling and lubrication system, in order to ensure normal operation of the device, lubrication and cooling of the planetary gear train and the mechanical transmission mechanism are required, and the lubricating oil pump driven by the motor is provided in the invention.
  • Lubricating the components through the lubricating oil tank, the filter and the oil pipeline, wherein the lubrication of the planetary gear train is essential the invention opens the lubricating oil passage through the center of the first transmission shaft, and the rotary oil joint is connected to the oil supply pipeline at the tail section.
  • the electronic control device of the first embodiment of the present invention is shown in FIG. 7 and FIG.
  • the electrical system of the apparatus of the present invention comprises a sensing and controller 111, an electronic control unit 112, and the like.
  • Sensing and Controller 111 The sensor includes pressure measurement, temperature measurement, speed measurement, position measurement, etc., which can make full use of the existing sensors in the car; 'The controller is the control actuator, there are relays, electromagnets, micro-motors, etc. .
  • the electronic control unit 112 is divided into two parts: hardware and software.
  • the hardware is a microcomputer controller with multi-channel digital and analog input and output CPU functions with a central processing unit.
  • the sensing and controller 111 collect various variable parameters to control the whole system.
  • the software consists of an automatic control program that is solidified into the EPR0M of the microcomputer, see Figure 7.
  • Input parameters of the electronic control system including: 501: Car ignition switch, can control the start of the system and the engine is turned on, the general car has 3 four positions; 0 - the whole vehicle power supply is off, 1-the auxiliary equipment is energized, 3-engine power supply, 4 - start motor power supply.
  • the pedaling speed correction value to be attached to the position is increased or decreased according to the pedaling speed in the current position interval.
  • the DF value comes 'reflecting the driver's real power needs.
  • the engine universal characteristic map 510 is a universal characteristic curve matrix of each engine, which is solidified in BPR0M.
  • the microcomputer CPU can obtain the output torque value from the matrix according to the engine speed and the throttle opening degree, thereby matching calculation.
  • the displacement of the variable hydraulic pump is a universal characteristic curve matrix of each engine, which is solidified in BPR0M.
  • the output control of the electronic control system includes:
  • the control software of the device of the invention comprises one or eight program modules.
  • the flow chart of the program is shown in Figure 8.
  • the functions of each program module are as follows:
  • the ignition switch of the car is from 0 to 1.
  • the control system is powered on.
  • the ignition switch is tested by 1-2, the system is initialized, and each input variable parameter is inspected.
  • the hydraulic pump and the hydraulic motor are short-circuited by a hydraulic pump and a directional valve of the hydraulic motor.
  • Car idling Y judgment divided into three speed zones, low speed zone, medium speed zone and high speed zone.
  • the car starts, the speed is from 0 to the first node speed, the car is low speed, and the speed is between the first node and the second node speed.
  • the system calculates the driving force according to the accelerator pedal position and pedal speed and the brake pedal position or judges whether to enter the brake setting and selects the drive mode.
  • the car is low speed.
  • the system calculates the driving force according to the accelerator pedal position and pedal speed and the brake pedal position or judges whether to enter the brake setting and selects the drive mode.
  • the system calculates the driving force based on the accelerator pedal position and pedal speed and the brake pedal position, or judges whether to enter the brake setting and selects the drive mode.
  • the system calculates the driving force based on the accelerator pedal position and pedal speed and the brake pedal position, or judges whether to enter the brake setting and selects the drive mode.
  • system includes emergency processing and fault diagnosis program modules and system parameter setting modules.
  • the car power demand DF is subdivided into 7 modes, which are defined as:
  • DF -3: Mechanical and hydraulic assisted combined braking, the driver presses the mechanical brake pedal on the right foot and the hydraulic assist brake pedal on the left foot, usually used for emergency braking.
  • DF -1 : Sliding in neutral, the driver's right foot is lifted off the accelerator pedal, and the car runs on inertia, decelerating under the natural resistance of the car such as rolling resistance and wind resistance.
  • DF 0: ⁇ The car advances at a constant speed, and the driver can easily step on the accelerator pedal with his right foot.
  • DF +1 to +4, corresponding to: +1: Car slow acceleration or climbing small slope (slope 0-10%), +2: medium acceleration or climbing mid slope (slope 10-20%), +3: fast Accelerate or climb a large slope (slope 20-30%), +4: Accelerate or climb a steep slope (slope >301 ⁇ 2);
  • the device of the present invention is a continuously variable transmission that can start from zero with four high efficiency transmission gears.
  • Engine start The hydraulic pump is in a zero-displacement state, and the planetary gear sun gear can be rotated at will, using the original car starter to start the engine. At this time, the car is 0, and the sun gear reverses at high speed.
  • Automobile start-up and acceleration The accelerator pedal is stepped on, and the electronic control unit controls the first electromagnetic directional valve and the second electromagnetic directional valve to open the high-pressure oil passage of the first variable hydraulic motor and the second variable hydraulic motor, and the automobile accelerator pedal and the engine section
  • the valve linkage, the electronic control device obtains the engine output torque value from the engine universal characteristic matrix according to the throttle opening degree and the engine speed, obtains the torque of the sun gear according to the equation of the planetary gear torque relationship, and calculates the first variable under the rated pressure.
  • the displacement value of the hydraulic motor, the output signal of the electronic control device controls the variable mechanism of the variable liquid engine, and accordingly the first variable liquid engine outputs the pressure oil, drives the second variable liquid engine to rotate, outputs the torque, and the output shaft obtains the planetary gear train.
  • the sum of the driving torque and the torque output by the hydraulic motor starts the acceleration of the car.
  • the displacement of the second variable liquid engine is automatically controlled by the pressure in the high pressure line, the pressure in the line increases, the displacement increases; the pressure decreases, the displacement decreases; the pressure is 0, and the displacement is 0.
  • the engine throttle opening increases as the accelerator pedal value increases, the output torque increases, and the speed increases.
  • the maximum torque depends on the maximum displacement of the first variable hydraulic motor 107, the maximum rotational speed, and the maximum of the second variable hydraulic actuator 108. Displacement limits. As the vehicle speed increases, the rotational speed of the sun gear will decrease. At this time, the second variable hydraulic motor is short-circuited by the second electromagnetic directional valve, and the connection with the first variable hydraulic motor is disconnected, and the first variable hydraulic motor is braked. The sun gear is locked. It is also possible to pull the planetary gear train and the planetary gear train into a rigid body drive.
  • the car is running at a constant speed: When the car accelerates and enters the constant speed state, the required torque and power are rapidly reduced. As the accelerator pedal is reset, the engine speed is reduced, and the displacement of the first variable hydraulic motor 107 is also reduced. If the accelerator pedal is reset to 0, the displacement of the first and second variable hydraulic motors is also 0. At this time, the planetary gear train is in a free state, which is equivalent to neutral slip, and the engine idles. When it is necessary to lock the sun gear, it is only necessary to open the first variable hydraulic motor 107, and the transmission becomes an efficient transmission mechanism of a fixed speed ratio. In the high-speed driving of the car, the planetary gear can be locked by the lock 103d, and the planetary gear train rotates synchronously, thus becoming a rigid body transmission, and the transmission efficiency is 100%. .
  • Qifeng Deceleration Brake Short-circuit the input and output of the first and second variable liquid motives, and the displacement will drop rapidly to zero, so that the engine will not load when the car brakes, and it will enter the idle state and will not be extinguished.
  • Automobile reversing The displacement of the first variable hydraulic motor 107 is reduced, the variable swash plate of the first variable liquid engine 108 is reversed and tempered, and the second variable liquid driving is reversely rotated, and the positive from the main transmission chain is overcome. Reversing the torque-driven car, at which point the planetary gear sun gear will rotate at high speed.
  • the control of the system is relatively simple, and the variable speed torque can be realized in a wide range, so that the engine is in the best working condition that can be obtained under a certain speed and load of the automobile.
  • the transmission is inherently more efficient than conventional manual step-variable transmissions.
  • there is no need for frequent manual operation. 'Without shifting clutch and shifting shock it can match the engine's dynamic characteristics.
  • the engine can't always work in the high efficiency zone, it can also enter the most economical work under the load along the equal power line. Point, to achieve some fuel-saving purposes, without having to struggle between power and economy.
  • Embodiment 2 Machine-liquid mixing drive device
  • the device of this embodiment is mainly composed of internal combustion engine 101, flywheel 10 2 , differential planetary gear train 103 with lock, mechanical transmission mechanism 104, power synthesis and final drive 105, hydraulic accumulator 106.
  • connection relationship between the components of the device of the present invention is:
  • the output shaft of the internal combustion engine 101 is fixedly connected via the flywheel 102 and the input end of the differential planetary gear train 103 with the lock; the output end of the differential planetary gear train 103 is fixedly coupled to the input shaft of the mechanical transmission mechanism 104;
  • the output shaft and the power combination are fixedly connected to the final drive 105 and the drive mechanism 114 in sequence; the control end of the differential planetary gear train '103 is fixedly connected with the power shaft of the first variable hydraulic motor 107, and the power of the second variable hydraulic motor 108
  • the shaft and power combination are fixedly coupled to the power combining shaft of the final drive 105; the flywheel 102, the differential planetary gear train 103, the mechanical transmission 104, the power combiner and final drive 105, and the differential portion of the drive mechanism 114 are all mounted Inside the box 120.
  • the high pressure end of the first variable liquid engine 107', the high pressure end of the second variable liquid engine 108, the hydraulic mechanism in the auxiliary device 113, and the like are all connected to the hydraulic accumulator 106 and the hydraulic oil tank 110 by hydraulic lines through the hydraulic controller 109.
  • the low pressure end of the first variable hydraulic motor 107, the low pressure end of the second variable hydraulic actuator 108, and the low pressure fuel tank are connected by a hydraulic line.
  • the electronic control unit 112 and the sensing and controller 111, the auxiliary device 113, and all the components in the system that need to be controlled are connected by signal lines or control lines.
  • the device of the present invention is decomposed into four subsystems of a mechanical system, a hydraulic system, an auxiliary system and an electronic control system, and combined with the two-stage mechanical shifting transmission mechanism of the present invention.
  • Continuously variable transmission to illustrate:
  • the hydraulic system of the apparatus of the present invention see FIG. 12:
  • the system includes: a hydraulic reservoir 106, a first variable hydraulic motor 107, a second variable hydraulic engine 108, a hydraulic controller 109, a low pressure fuel tank 110, and a high pressure and low pressure connection.
  • the pipeline and the like wherein the first variable liquid engine 107 and the second variable liquid engine 108 are two-way duplex variable pumps/motors, that is, both forward and reverse, and can be used as a pump or a motor; 5 ⁇
  • the first torque of the engine is 0. 5 - 5 times the rated torque of the engine. Its
  • the structural features are described in the first embodiment.
  • the variable mechanisms of the first and second variable hydraulic actuators are driven by hydraulic cylinders.
  • the hydraulic controller 109 realizes the connection, short circuit, open circuit, commutation and safety protection of the connected hydraulic components themselves and each other; see FIG. 12, which is composed of a plurality of directional control valves, relief valves and connecting pipes, etc., including: The variable control cylinder 307a of the first variable hydraulic motor 107, the electromagnetic directional valve 307b, the electromagnetic directional valves 307c, 307e of the main oil passage, the one-way 307d, 307f, the variable control cylinder 3 08a of the second variable hydraulic motor 10 ⁇ , the electromagnetic direction Valve 308b, main oil path electromagnetic directional valve 308c;, check valve 308d, 'electromagnetic directional valve 306a of hydraulic accumulator 106, backup safety valve (may be omitted) 306b, overflow 306c, optional pressure tank 306d; hydraulic Electromagnetic directional valve 341 of air conditioner 841, filter 331, low pressure oil tank 110, optional front low pressure oil tank 332 and pressurized pipeline pump 335
  • the electromagnetic directional valve 30 ⁇ , 3 0Sc of the main oil circuit of the first and second variable liquid motives is the electromagnetic directional valve of the two-position three-way with transient short-circuit function, the P port is connected to the high voltage, the T port is connected to the low-pressure oil circuit, and the A port is connected.
  • the hydraulic motor high pressure oil port, the electromagnet is disconnected or sucked, the liquid engine high pressure oil port is respectively connected with the high pressure oil circuit and the low pressure oil circuit, and when connected with the low pressure oil circuit, the liquid engine is equivalent to the unloading short circuit;
  • the transitional short-circuit function of the valve, the A port and the T port are connected, in order to reduce the commutation shock and protect the liquid motive.
  • the main oil passage check valve 307 of the first and second variable liquid motives (the inlet end of the first and second 308d is connected to the low pressure oil passage, and the outlet end is connected to the high pressure oil passage, which is set to prevent the liquid pressure high pressure port from being sucked.
  • the P port of the main oil passage directional valve 307e of the hydraulic motor is connected to the high pressure oil passage, and the A port is connected to the high pressure oil port of the first variable liquid engine. It only serves to open and close. When the 307e is turned on, the check valve 307f is short-circuited.
  • a variable liquid engine can be used as a pump or as a motor; ' 3 07e is turned off, the check valve 307f is put into operation, and the first variable liquid motor can only be used as a pump.
  • the 307e and 307f are set to prevent ⁇ A variable liquid engine can damage the engine and the liquid engine when the system is controlled or malfunctions.
  • variable control directional valves 307b and 308b of the first and second variable liquid motives are three-position four-way with a medium-position self-locking electromagnetic directional valve, the P port is connected to the high pressure oil passage through the damper 330, and the T port is connected to the low pressure oil passage.
  • a and B ports are respectively connected to the left and right cavities of the variable cylinder, which can control the forward and reverse movement and position maintenance of the variable cylinder;
  • the damper 330 is a throttle or a governor with pressure compensation, which acts to adjust the dynamic of the oil red. responding speed;
  • the electromagnetic directional valve 306a of the hydraulic accumulator 106 has a special design structure, wherein the position transition function can be 0 type, and the reset spring end is provided with a one-way damper to reduce the speed at which the electromagnetic valve is sucked and connected to the high-pressure oil passage, and the hydraulic shock is reduced.
  • the oil filter 331 is connected to the drain port of the first and second variable liquid engines, and the outlet end is connected to the low pressure oil line 338.
  • the low-pressure oil pipeline is long, and the pressure of the low-pressure fuel tank is not too large, so the hydraulic power at the oil inlet port is insufficient, and the suction phenomenon is easily generated.
  • Liquid frontal small capacity The low pressure fuel tank 332 is connected in the low pressure oil passage.
  • the device of the invention can also adopt an open type oil tank, which is small in size and light in weight, but in order to ensure reliable oil absorption of the liquid engine, a centrifugal pressure pump 335 is required in the oil supply line, and a high-pressure gear pump capable of bidirectional rotation Or the speed control motor drive, controlled by the electronic control unit according to the working conditions, the cost will increase.
  • a radiator 339 is installed on the low-pressure line to cool the natural airflow generated by the vehicle to maintain the temperature balance of the hydraulic oil.
  • the auxiliary system 113 of the device of the present invention includes: a cooling and lubrication system, a hydraulic air conditioning compressor, a hydraulic steering assist device, a brake booster, and the like.
  • Cooling and Lubrication System In order to ensure the normal operation of the device, it is necessary to lubricate and cool the planetary gear train and the mechanical transmission mechanism.
  • a lubricating oil pump driven by an electric motor is provided, through the lubricating oil tank, the filter and the oil pipe.
  • the road lubricates the components, wherein the lubrication of the planetary gear train is essential.
  • the invention opens the lubricating oil passage through the center of the first transmission shaft, and the rotary oil joint is connected to the oil supply pipeline at the tail section.
  • Hydraulic air conditioning compressor In the traditional car, the engine is driven by an air conditioner compressor, and its control is an electromagnetic clutch. When the car is parked, the engine must also be driven to idle speed. At this time, the engine efficiency is extremely low, and the engine water temperature is too high. The cooling fan must also start to work continuously, increasing the electric load. Therefore, the air-conditioning consumes a large amount of fuel and opens the air-conditioning ratio. Not opening the air conditioner usually increases fuel consumption by 10-20%.
  • the present invention contemplates an air conditioning compressor driven by hydraulic oil that is driven by high pressure oil in a hydraulic accumulator.
  • a conventional air conditioner compressor can be used, but driven by a high pressure gear motor; a better solution is introduced by another inventor's invention patent.
  • Hydraulic steering assist device The traditional steering assist uses the engine-driven steering hydraulic pump to supply oil to the steering assisting oil rainbow 840. However, since the hydraulic pump and the engine are directly connected, high-pressure and large-flow hydraulic oil is required at low speed of the vehicle, at high speed. The boost should be reduced, but the engine speed is reversed, thus causing waste at high speed. Since the system has high pressure oil, it is only necessary to add a control device to the system; then the pressure in the accumulator can be utilized. The oil is used for steering assistance; its solution is introduced by another inventor's invention patent.
  • Brake booster The traditional brake boost is achieved by using the vacuum generated by the intake cycle of the engine cylinder.
  • the engine In the device of the present invention, the engine is turned off for a part of the time at a low speed of the vehicle, despite the addition of hydraulic assisted braking. In the case of emergency braking, the braking torque is insufficient. Therefore, the present invention proposes two solutions. One is to keep the current vacuum assisting system unchanged, and the electric vacuum pump is added to start when the engine is turned off; the second is to change the vacuum assist to the hydraulic assisting brake, similarly In the steering assist mechanism, the size of the system will be greatly reduced.
  • the electronic control system of the device of the present invention comprises a sensing and controller 111, an electronic control unit 112 and the like.
  • the sensor includes pressure measurement, temperature measurement, speed measurement, position measurement, etc., which can make full use of the existing sensors in the car; the controller is the control actuator, there are relays, electromagnets, micro-motors, etc. See Figure 10.
  • the electronic control unit 112 is divided into two parts: hardware and software.
  • the hardware is a microcomputer controller with multi-channel digital and analog input and output with a CPU function of the clip processor, and is controlled by the sensing and controller 111 to collect variable parameters. The operation of the entire system.
  • the software consists of an automatic control program that is solidified into several EPR0Ms, see Figure 7.
  • Input parameters of the electronic control system including:
  • Car ignition switch generally 0-3 four positions; can control the opening of the engine
  • the hydraulic auxiliary brake pedal position is depressed by the left foot of the driver, and the system calculates the setting of the second variable hydraulic brake displacement according to the pressure of the hydraulic accumulator and the position amount.
  • the pedaling speed correction value to be attached to the position is increased in the current position interval according to the pedaling speed thereof or Reduce the DF value to reflect the driver's real power needs.
  • the engine characteristic map is the universal characteristic curve matrix of each engine. It is solidified in EPR0M.
  • the microcomputer CPU can obtain the output torque value from the matrix according to the engine speed and throttle opening, so as to match the calculation. The displacement of the liquid motive.
  • the output control of the electronic control system includes: '
  • Brake booster 605 Hydraulic steering booster directional valve
  • the control software of the device of the present invention comprises 32 program modules.
  • the flow chart of the program is shown in Figure 7.
  • the functions of each program module are as follows:
  • the ignition switch of the car is from G to 1, and the control system is powered on.
  • the system starts the identification input, two ways: password mode and fingerprint mode.
  • the system is shut down, stops running, and can trigger abnormal alarms, such as audible alarms, SMS alarms, etc.
  • the ignition switch is tested by 1-2, the system is initialized, and each input variable parameter is inspected.
  • the engine is started in the first starting mode, and ICB onl enters the engine warm-up operation.
  • the accumulator of the hydraulic accumulator is higher than the given value, and the reversing Rl is driven by the second variable hydraulic motor/motor reverse rotation.
  • the hydraulic accumulator stores less than a given value, and the start/intake engine jointly drives the reverse R2.
  • V It is divided into three speed zones, low speed zone, medium speed zone and high speed zone.
  • State CS 0, the system selects the drive or brake mode according to the accelerator pedal position and pedal speed and the auxiliary hydraulic brake pedal, mechanical brake wall position, calculation of driving force or braking force.
  • the system selects the driving or braking mode according to the accelerator pedal position and pedal speed and the auxiliary hydraulic brake wall plate, mechanical brake plate position, calculation of driving force or braking force DF size.
  • the system selects the driving or braking mode according to the accelerator pedal position and pedal speed and the auxiliary hydraulic brake pedal, the mechanical brake pedal position, the calculation of the driving force or the braking force.
  • the system operates 8 different drive or brake modes depending on the driving force or braking force.
  • High speed zone the system runs 8 different drive or brake modes depending on the driving force or braking force.
  • Engine start mode judgment mainly based on the pressure in the hydraulic accumulator. If there is only a single-stage transmission in the mechanical transmission mechanism, if there is no neutral, it is also limited by the minimum vehicle speed Vo, that is, the rotation speed of the first transmission shaft at the vehicle speed Vo. It should be greater than the minimum ignition speed of the engine, usually above 300 rpin. If the car is running at low speed or at rest, V ⁇ Vo, enter 726. If the car speed is V>Vo, enter 727. If the mechanical transmission is a multi-stage transmission with neutral, hydraulic pressure can be used as long as there is energy storage in the hydraulic accumulator.
  • the vehicle power demand DF is subdivided into eight modes, defined as:
  • DF -1 : Sliding in neutral, the driver's right foot is lifted off the accelerator pedal, and the car runs on inertia, decelerating under the natural resistance of the car such as rolling resistance and wind resistance.
  • DF 0: The car advances at a constant speed, and the driver can easily step on the accelerator pedal with his right foot.
  • DF +1 to +4, corresponding to: +1: slow acceleration or climbing small slope (slope 0-103 ⁇ 4), +2: medium acceleration or climbing mid-slope (3 ⁇ 4 10-20%), +3: fast acceleration Or climb the slope (slope 20-30%), +4 : Accelerate or climb the steep slope (slope > 30%);
  • Main drive link 101-102-103-104-105-114 -
  • the general internal combustion engine itself has an approximate constant torque speed control function from idle speed to maximum speed.
  • a shunt transmission stepless speed change is added.
  • the two-speed shifting of the mechanical transmission mechanism results in a four-node efficient main drive chain:
  • Low speed gear The mechanical transmission mechanism is set to the first gear, such as 1:1 transmission; at this time, if the planetary gear lock 103d is released, the displacement of the first variable hydraulic motor 107 is increased, and the hydraulic pressure is stored. Under the pressure of the energy device 106, the first variable liquid motor decelerates and automatically brakes, so that the planetary gear sun gear is locked, the planetary gear train is decelerated and torque output, and then the entire transmission is a deceleration torque transmission, which is a deceleration node. 1; If the planetary gear trainer 103d is locked, the planetary gear train becomes a rigid body direct transmission, and the entire transmission is the direct transmission gear, which is the node 2.
  • High-speed gear The mechanical transmission mechanism is set to ⁇ 2 gear, such as 1: 2 liter speed transmission planetary gear train also has sun gear brake; salt speed increasing torque and planetary gear train are locked into rigid body direct transmission two modes, ie A pure mechanical meshing drive node that forms a small, one-to-two speed ratio of the entire transmission: node 3 and node 4.
  • the first variable liquid motivation energy storage 101-10 2 -103-107-109-106 Engine operation, according to the planetary wheel state and mechanical shifting mechanism settings, there are also two ways of energy storage: First, the planetary gear locker 103d is released, the mechanical shifting mechanism 104 is combined, the planetary gear train rotates the gear ring in the engine, and the power is simultaneously Passed to the planet carrier and the sun gear, the sun gear will drive the high pressure oil to the first variable hydraulic motor that operates as the pump, and the high pressure oil circuit is connected to the accumulator through the directional valves 306a and 307c. The second is the locking of the planetary wheel locker. The mechanical shifting mechanism is combined or disengaged. The engine drives the planetary gear to rotate in the same direction as the rigid body. At the same time, the power is transmitted to the planet carrier and the sun gear. Enter the accumulator storage. The first mode is used at medium and low speeds, and the second mode is used at medium and high speeds.
  • the vehicle When the engine is driven forward through the main drive link, the vehicle only needs to set the second variable hydraulic motor to the pump working state and turn on the high pressure oil circuit.
  • Hydraulic torque converter speed control drive 101-102-103-107-109-108-105-114
  • the link is to set the first variable hydraulic motor 107 to the pump state when the engine is operating, to set the second variable hydraulic motor 108 to the motor state, and the hydraulic accumulator directional valve 306a to open the isolated hydraulic accumulator for the stored state. Influence, the working pressure of the liquid engine can be raised to the relief valve setting value 306b to realize the high torque speed control transmission.
  • Hydraulic brake energy recovery 114-105-108-109-106
  • the first variable hydraulic motor 107 is set to a short-circuit state by the direction width 307c
  • the second variable hydraulic motor 108 is set to the pump state, which is driven by the inertia of the automobile, and the high-pressure oil passage and the accumulator oil are connected by the directional valves 308c and 306a.
  • Road converts kinetic energy of vehicles into hydraulic energy recovery.
  • the first variable hydraulic drive 106- 109- 107- 103- 104- 105 - 114
  • variable liquid engine acts as a motor to rotate under the action of high-pressure oil, and acts as a torque-increasing method.
  • the engine is turned off, the planetary gear train is released, the mechanical shifting mechanism is combined, the high-pressure oil circuit is connected, and the first variable liquid motive
  • the torque output of the first variable hydraulic motor is amplified by the planetary gear, which is a greater torque-increasing effect than the first mode; It is used at medium and high speeds, and the second mode is used at low speeds when large torque output is required.
  • the second variable hydraulic drive 106-109-108-105-114
  • the directional valves 30, 30 8 c switch on the high pressure oil passage of the second variable hydraulic motor 108, and the second variable hydraulic motor acts as a motor to drive the vehicle forward under the action of the high pressure oil.
  • the various modes of operation of the present invention can be implemented by the electronic control unit 112, the hydraulic controller 109 and the power controller 118 using the above energy flow links individually or in combination under different operating conditions.
  • the following is a description of the different states CS, the implementation of eight different drive modes under different speed zones, and the engine start ICE on-l, ICB on- 2, and the car reverse mode Rl, R2:
  • Engine start mode 1 electric starter start, ICB on- 1: In any case, let the directional valve 307c short-circuit the first variable hydraulic motor 107, the planetary gear locker 103 is released, start the start motor, and drive When the engine flywheel turns, the engine starts.
  • Engine start mode 2 hydraulic start, ICE on-2: There is energy storage in the hydraulic accumulator. If the speed of the car is greater than Vo in the single-stage transmission, the planetary gear lock 103d will be locked and locked.
  • the directional valve 306a is energized and closed, the directional valve 307c is connected to the high pressure oil passage of the variable fluid motor 107, and the 307e is slid, that is, 107 is set as a variable motor, and the swash plate variable is controlled by the variable control cylinder to be at a high pressure.
  • the oil is driven to rotate in the direction of rotation of the engine. Since the planetary gear train is rigid body rotation, the gears drive the engine to start. After the start is completed, the planetary gear lock 103d can be released, and the directional valve 307e is broken. On, the first variable hydraulic motor 107 is restored to the state of the pump.
  • Automobile reverse mode R1 The hydraulic accumulator has a certain high pressure oil, the engine 101 does not have to be started, the mechanical transmission mechanism is set to neutral, the first variable liquid motor is short-circuited, and the directional valve 308c is connected to the second variable hydraulic motor 108 high-pressure oil passage. , adjust its variable controller to rotate in the opposite direction to drive the car to reverse. In most cases, the reversing distance is only a few meters to a few tens of meters, and the required energy is very small. This reverse mode is generally used. '
  • the brake pedal is applied to the right foot
  • the hydraulic auxiliary brake pedal is applied to the left foot
  • the mechanical brake acts, and the accumulator directional valve 306a is closed.
  • the planetary gear train lock 103d is released, the directional valve 307c shorts the first variable hydraulic motor 107; the directional valve 308c turns on the high pressure oil passage of the second variable hydraulic motor 108, and adjusts the 108 variable controller to make a large row
  • the pump works in a way that acts as an auxiliary brake to convert the kinetic energy of the vehicle into hydraulic energy.
  • DF -2
  • DF - 1 , car neutral taxi: Engine idle or flameout at low speed, directional valve 307G shorts first variable hydraulic motor 107, directional valve 308c shorts ⁇ two variable hydraulic motor 108, the car automatically slides in neutral.
  • CS 1, that is, when the engine is running, the main drive chain drive + ⁇ a variable hydraulic motor 107 energy storage mode one; in the middle and high speed zone, the main drive chain drive + the first variable liquid motor 107 energy storage mode two
  • DF +4.
  • the main working mechanism of the invention is divided into a high-speed road condition mechanism and a city road condition mechanism:
  • the initial speed of the car is 0, the planet carrier 103b of the planetary gear train is stationary, the mechanical power of the engine drives the planetary gear wheel 103c of the gear train to rotate forward, the planetary gear pin is released, the sun gear 103a reverses, and the engine is enlarged.
  • the throttle valve sets the first variable hydraulic motor 107 to the pump state and turns on the high-pressure oil circuit, and also outputs the hydraulic energy to the sun gear as the braking torque, so that the planetary carrier 103b generates a positive driving torque through the mechanical transmission.
  • the mechanism 104 drives the vehicle to start, which is the main transmission link; at the same time, according to the driver's acceleration demand DF value, the additional power of the second variable liquid engine is added, and the opening of the engine throttle valve, the first variable liquid engine and the first
  • the displacement of the two-variable liquid motive can adjust the output torque of the system, and the steam starts with different accelerations.
  • the speed of the car increases, the speed of the sun gear 103a gradually decreases to 0, the displacement of the first variable hydraulic motor is increased, and the sun gear is locked.
  • the main transmission chain is the pure mechanical transmission node 1 (corresponding to the conventional transmission 2) - 3rd gear); the speed is further increased, the planetary gear lock is locked, and the main drive train is driven by the pure mechanical transmission node 2 (equivalent to the 4th gear of the conventional transmission);
  • the driver When the speed increases to a certain speed, the driver will release the accelerator pedal, the engine is idling, the overrunning clutch of the mechanical transmission mechanism is activated, and the main transmission chain is unloaded.
  • the system automatically sets the mechanical shifting mechanism to the high-speed gear, and the main transmission chain is driven by the node 3 or the node 4, and cooperates with the torque and power adjustment of the hydraulic motor to drive the car to advance at a constant speed.
  • the speed-up ratio is increased from node 3 to node 4, it is only necessary to pull in the planetary gear locker. At this time, the transmission torque is small, and the lock is easy to pull.
  • the node 4 When the node 4 is lowered to the node 3, the speed increase is reduced.
  • the starting acceleration mode is the same as the high-speed road condition, but usually only accelerates to a constant speed or decelerates when it is accelerated to a lower speed. Therefore, the acceleration time is short, and the engine continues to work for N minutes in the vicinity of the lowest speed of the high-efficiency section, and the output mechanical energy drives the car forward. At the same time, the excess mechanical energy is converted into hydraulic energy, and then the engine is turned off, and the hydraulic motor alone drives the car to continue. Until the energy stored in the system is insufficient to meet the driver's power requirements, the power of the engine is automatically started/incorporated into the next hybrid drive cycle.
  • the speed control method used in the current electromechanical mixing is based on random changes.
  • the idle or parking time parameters are switched differently, so the control system is relatively simple.
  • the battery pack can be connected to an external charging mode, and no generator is required to charge it for a limited distance.
  • the energy consumption per kilometer is 354. 4Kj.
  • the engine works in the low-speed section of the high-efficiency zone at 1200-1500 rpm. While driving the car forward, the working volume is 50L in about one minute, and the maximum working pressure is 3OMpa.
  • the energy storage of the hydraulic accumulator reaches 400-450k j, the engine is turned off, and the hydraulic drive continues to drive the car forward 1. 1-1. 3km, lasts about 2 minutes, then, when the car accelerates again, start the engine to the next cycle . For each cycle, plus the distance traveled by the engine drive 0. 6- 0. 8 km, a total of 2. 0km. Excluding the parking time, one cycle is about 3-4 minutes, and the total energy consumption is 35.
  • the hydraulic system acts as a torque reserve and power reserve, and can be put into the system at any time, so that the engine can work efficiently under high load without sacrificing economy by maintaining the power of the car, so that the device of the present invention is
  • the high speed zone has the highest efficiency in both the engine and the transmission.
  • Hydraulic accumulators are large in size and can be installed in the trunk of a car, just like a taxi with a natural gas tank.
  • the hydraulic tank also occupies ground and can be used as a base for the accumulator or borrow a spare tire box for the car to save space.
  • the hydraulic system is closed, using the gas pressure in the gas cylinder in the low pressure tank to maintain the pressure inside the system.
  • Embodiment 3 Continuously variable speed electromechanical hydraulic hybrid drive system
  • the apparatus of the embodiment of the present invention is mainly composed of an internal combustion engine 101, a flywheel 102, a differential planetary gear train 103, a mechanical transmission mechanism 104, a power synthesis and main salt speeder 105, a hydraulic energy storage device 106, and a first Variable hydraulic motor 107, second variable hydraulic motor 108, hydraulic controller 109, low pressure fuel tank 110, sensing and controller 111, electronic control unit 112, auxiliary device 113, differential 114, power battery pack 115, external charging power supply 116.
  • the vehicle intelligent charger 117, the power controller 118, the motor/generator 119, and the box body 120 are formed.
  • connection relationship between the components of the device of the present invention is:
  • the output shaft of the internal combustion engine 101 is fixedly coupled to the input end of the differential planetary gear train 103 via the flywheel 102; the output end of the differential planetary gear train 103 is fixedly coupled to the input shaft of the mechanical transmission mechanism 104; the output shaft and power of the transmission mechanism 104
  • the combination is fixedly connected to the final drive 105 and the drive mechanism 114 in sequence; the control end of the differential planetary gear train 103 is fixedly connected to the power shaft of the first variable hydraulic motor 107, and the power shaft and the power synthesis and the main force of the second variable hydraulic motor 108
  • the power combining shaft of the speed reducer 105 is fixedly coupled; the connection position of the motor/generator 119 differs depending on the characteristics of the selected motor, and may be fixedly coupled with the power combining shaft of the power reducer 105, or may be combined with a differential planet.
  • the control end or the output end of the train wheel 103 is fixedly connected, or is disposed on the front and rear wheels of the automobile using the hub motor, or different connected components are selected by the clutch under different working conditions; the flywheel 102, the differential planetary gear train 103, the machine Transmission mechanism 104, power combiner and final drive 105, and differential portion of drive mechanism 114 Mounted in the housing 120.
  • the high pressure end of the first variable hydraulic motor 107, the high pressure end of the second variable hydraulic motor 108, the hydraulic mechanism in the auxiliary device 113, and the like are all connected to the hydraulic accumulator 106 and the hydraulic oil tank 110 by hydraulic lines through the hydraulic controller 109.
  • the low pressure end of the first variable hydraulic motor 107, the low pressure end of the second variable hydraulic motor 108, and the low pressure fuel tank are connected by hydraulic lines.
  • the electric motor/generator 119 is electrically connected through a cable and a power controller 118.
  • the power controller is simultaneously connected to the battery pack 115 and the in-vehicle smart charger 117, and the plug of the in-vehicle smart charger and the socket of the external charging power source 116 are pluggable. connection.
  • the electronic control unit 112 and the sensing and controller 111, the auxiliary device 113, and all of the components in the system that need to be controlled are connected by signal lines or control lines.
  • the apparatus of the present invention is decomposed into four subsystems of a mechanical system, a hydraulic system, an auxiliary system and an electronic control system, and is described in connection with Embodiment 2 of the present invention.
  • the mechanical system and hydraulic system of the present invention are the same as in Embodiment 2, see Fig. 5 and Fig. 12, respectively.
  • the electronic control system of the device of the present invention includes a sensing and controller 111, an electronic control unit 112, a power battery pack 115, an external charging power source 116, an in-vehicle smart charger: 117, a power controller 118, an electric/ The generator 119 and the like are composed.
  • the electric motor/generator 119 refers to a motor that can be used as both an electric motor and a generator, and its power is 5 - 50% of the rated power of the engine. It can be a brushed or brushless permanent magnet DC motor, or an AC motor or other type of motor.
  • the magnetic circuit can be set radially or axially, such as a disc hub motor; It is in parallel with the system, so the installation position is very flexible. In this embodiment, it is the first with the mechanical transmission mechanism.
  • the drive gear of the shifting gear pair is fixedly connected. For a front-wheel drive car, a better way is to use two disc hub motors to be mounted on the rear wheel hub.
  • the power controller 118 completes battery management and motor control: Battery management functions include switching of battery pack charging and discharging modes, overcharge, overdischarge, overcurrent, overheat protection, etc. Motor control functions include start and stop control of the motor, electric/power generation Mode switching, speed adjustment and overload protection.
  • the AC motor is applied with variable frequency speed regulation, the DC motor adopts chopper speed regulation, or the variable voltage speed regulation of the single cylinder is used, that is, the series and parallel connection of the battery pack is changed, and the driving voltage is divided into several files of 48V, 96V, etc., which is complicated. Speed control device.
  • the external charging power source 116 is divided into household and parking lots.
  • the household power supply is simple and is a power outlet.
  • the parking power supply includes a power metering, billing, and charging device in addition to the power socket. Wait.
  • the power battery pack 115 uses a safe and reliable lithium battery or a nickel-hydrogen power battery, which requires higher specific energy and specific power, and has a longer cycle life.
  • the storage capacity of the battery pack can be determined according to the needs and price of the user. For the family car, if it is mainly used in urban areas, it should be larger; if it is mainly used in the suburbs, it can be smaller. Generally at 1- 10 CTH.
  • Sensing and controller 111 The sensor includes pressure measurement, temperature measurement, speed measurement, position measurement, etc., and can use the existing sensors in the car; the controller is the control actuator, there are relays, electromagnets, micro-motors, etc. See Figure 13. '
  • the electronic control unit 112 is divided into two parts: hardware and software.
  • the hardware is a microcomputer controller with multi-channel digital and analog input and output CPU functions with a central processing unit.
  • the sensing and controller 111 collect various variable parameters to control the whole system.
  • the software consists of an automatic control program that is solidified into several BPR0Ms, see Figure 14.
  • Input parameters of the electronic control system including:
  • the position of the hydraulic auxiliary brake pedal is depressed by the left foot of the driver.
  • the system calculates the setting of the brake displacement of the second variable hydraulic motor according to the pressure of the hydraulic accumulator and the position amount.
  • the pedaling speed correction value to be attached to the position is increased in the current position interval according to the pedaling speed thereof or Reduce the DF value to reflect the driver's real power needs.
  • the engine universal characteristic graphic is the universal characteristic curve matrix of each engine. It is solidified in EPR0M.
  • the microcomputer CPU can obtain the output torque value from the matrix according to the engine speed and throttle opening, so as to match. Calculate the displacement of the liquid engine. .
  • the output control of the electronic control system includes:
  • Battery Manager 118 g motor, charge and discharge protection
  • the control software of the device of the invention comprises 32 program modules.
  • the flow chart of the program is shown in Figure 7.
  • the functions of each program module are as follows:
  • the ignition switch of the car is from 0 to 1 and the control system is powered on.
  • 702 The system starts the identity input, two ways: password mode and fingerprint mode.
  • 703 The system verifies the authenticity of the authentication, which is true: 705, is wrong: Enter 704, the system prompts to re-enter, three times the error, the system is closed.
  • the system is shut down, stops running, and can trigger abnormal alarms, such as audible alarms, SMS alarms, etc.
  • the engine is started in the first starting mode, and ICB onl enters the engine warm-up operation.
  • the accumulator of the hydraulic accumulator is higher than the given value, and the reversing Rl is driven by the second variable hydraulic motor/motor reverse rotation.
  • the hydraulic accumulator stores less than a given value, and the start/intake engine jointly drives the reverse R2.
  • V It is divided into three speed zones, low speed zone, medium speed zone and high speed zone.
  • the system selects the driving or braking mode according to the accelerator pedal position and pedal speed and the auxiliary hydraulic brake pedal, mechanical brake pedal position, calculation of driving force or braking force DF size.
  • the system selects the driving or braking mode according to the accelerator pedal position and pedal speed and the auxiliary hydraulic brake pedal, the mechanical brake pedal position, the calculation of the driving force or the braking force.
  • 723 In the medium speed zone, the system runs 8 different drive or brake modes depending on the driving force or braking force. 724: High speed zone, the system runs 8 different drive or brake modes depending on the driving force or braking force.
  • Engine start-up procedure - hydraulic start, ICE on-2, starting the engine with the first variable hydraulic drive
  • Engine start mode judgment mainly based on the pressure in the hydraulic accumulator. If there is only a single-stage transmission in the mechanical transmission mechanism, it is also limited by the minimum vehicle speed Vo when there is no neutral, that is, the first transmission shaft of the vehicle speed Vo The speed should be greater than the minimum ignition speed of the engine, usually above 300rpra. If the car is running at low speed or at rest, V ⁇ Vo, enter 726. If the speed of the car is V>Vo, enter 727. If the mechanical transmission is a multi-stage transmission with neutral, hydraulic activation can be achieved as long as there is energy storage in the hydraulic accumulator.
  • the steam power demand DF is subdivided into eight modes, which are defined as:
  • DF - 3: Mechanical and hydraulic assisted combined braking, the driver presses the mechanical brake pedal on the right foot and the hydraulic assist brake pedal on the left foot, usually used for emergency braking. '
  • DF-2 Hydraulic auxiliary brake, the driver's right foot lifts off the accelerator pedal, and the left foot presses the hydraulic auxiliary brake pedal, which is usually used for general braking.
  • the driver's right foot can be prevented from stepping on the brakes.
  • DF -1 : Sliding in neutral, the driver's right foot is lifted off the accelerator pedal, and the car runs on inertia, decelerating under the natural resistance of the car such as rolling resistance and wind resistance.
  • DF 0: The car advances at a constant speed, and the driver can easily step on the accelerator pedal with his right foot.
  • DF +1 to +4, corresponding to: +1: slow acceleration or climbing small slope (slope 0-10%), +2: medium acceleration or climbing mid slope (slope 10-20%), +3 : fast Accelerate or climb a large slope (slope 20-30. /.), +4: Accelerate or climb a steep slope (slope >30%);
  • the acceleration is set according to the type of the steam and the speed zone, such as the small steam in the low speed zone, corresponding
  • the main working mechanism of the present invention is divided into a high-speed road condition mechanism and a city road condition mechanism.
  • the steam engine starts from 0, during low speed to high speed acceleration, the mechanical transmission mechanism is set to low speed, and the starting acceleration is: the initial speed of the vehicle is 0, the planetary carrier 103b of the planetary gear train is stationary, and the mechanical power of the engine drives the teeth of the planetary gear train.
  • the circle 103c rotates forward, the planetary gear locker is released, the sun gear 103a is reversed, the engine throttle is increased, the first variable hydraulic motor 107 is set to the pump state and the high pressure oil circuit is turned on, and the liquid energy is also outputted.
  • the power, linkage adjusts the opening of the engine throttle, the displacement of the first variable hydraulic motor and the second variable hydraulic motor, and can adjust the output torque of the system, and the car starts with different accelerations.
  • the speed of the sun gear 103a gradually decreases to 0, the displacement of the first variable hydraulic motor is increased, the sun gear is locked, and the main transmission chain is the pure mechanical transmission node 1 (corresponding to the conventional transmission 2) - 3rd gear) drive; the speed is further increased, the planetary gear pin is locked, and the main drive chain is driven by the pure mechanical transmission node 2 (equivalent to the 4th gear of the conventional transmission);
  • the starting acceleration mode is the same as the high-speed road condition, but usually only accelerates to the lower speed and then enters the hook speed or decelerate operation, so the acceleration time is short, let the engine continue to work for N minutes in the vicinity of the lowest speed of the high efficiency range, and the output mechanical energy drives the car forward.
  • the excess mechanical energy is converted into hydraulic energy/electric energy storage, and then the engine is turned off, and the hydraulic motor/motor is driven separately or in combination to continue the vehicle.
  • the motor mainly meets the power required for the car to advance, and the hydraulic system is mainly responsible for the large torque demand for the car to accelerate.
  • the criterion for automatically starting/incorporating the engine into the next hybrid drive cycle is based on the system's energy storage state (P, V).
  • P, V system's energy storage state
  • the comparison between the power output value and the power demand value DF, and these control parameters are measurable in the system.
  • the speed control method used in the current electromechanical mixing is different according to the randomly changing vehicle speed or the parking time parameter, so the control system is relatively simple.
  • the battery pack can be connected to an external charging mode, and no generator is required to charge it within a limited distance.
  • the present invention takes into account that most of the passenger cars are used during commuting, first at a low speed in the local area, then on the expressway at a high speed, then at a high speed and at a local low speed, entering the work unit or going home, shutting down the fire. Therefore, the present invention specifically designs the use of the battery as a W-type mode, which is composed of two loop modes of size, that is, the H car is charged at home or work unit by mode 1 to about 90% of S0O at night or working time, and then unidirectionally in the low speed section.
  • the hydraulic accumulator in the embodiment of the invention can use an alloy steel high-pressure accumulator for a car with a large self-weight, and for a car, a high-pressure accumulator of a composite material, such as alloy steel or alloy aluminum, must be used.
  • a high-pressure accumulator of a composite material such as alloy steel or alloy aluminum
  • it is wrapped with high-strength glass fiber or carbon fiber, which is light in weight and high in strength.
  • the present invention proposes a split structure, see FIG. 15, which is passed through the two high pressure tanks 106-1 and 106-2 through the inflating valve.
  • high pressure gas pipe 106-3 106-1 large tank interior gas Nang 106- la, its joints and high pressure gas pipe 106-3 threaded coupling, an alloy of copper or aluminum alloy liner 10 6 - lb, winding high-strength glass fiber Or the outer layer 106-lc of the carbon fiber composite material, the right end of which is fitted with a butterfly valve 106-Id connected to the high-pressure oil pipeline;
  • the small tank 106-2 is only an alloy aluminum as the inner liner 106-2a, and the high-strength glass fiber is wound.
  • the left end opening 106-2c is connected to the high pressure gas pipe 106-3 and the gas cylinder end 106-le of the large tank.
  • the structure enables the high-pressure gas to directly exchange heat with the small tank during the compression and expansion process, thereby reducing the gas temperature variation range and improving the energy storage effect.
  • the single size is reduced and the installation flexibility is improved.
  • the low-pressure fuel tank 110 in the embodiment of the present invention can adopt the structure of a common accumulator when used on a large automobile. Due to the low pressure, the wall thickness can be as thin as 4, but the volume is large; in the car, the space is very limited. It is difficult to install.
  • the present invention hereby designs a low pressure fuel tank in the form of a car tire to solve this problem, see FIG.
  • the fuel tank is formed by two upper and lower stamped central opening flat bottom bowl covers 110-1 and 110-2, two The intermediate isolating ring 110-5 having a bell mouth, the low pressure gas cylinder 110-4, the butterfly valve 110-3, the inflation valve 110-6 and the central cylinder 110-7, wherein the low pressure gas cylinder is installed in the middle by isolation
  • the air enthalpy communicates with the inner closed air chamber through a small hole in the intermediate isolation ring through the air pipe 110-8, and the inflation valve is installed in the central cylinder.
  • the inside is for inflation.
  • the processing process of the low-pressure fuel tank is as follows: First, the intermediate isolation ring is welded to the lower cover with the butterfly valve according to the bell mouth position in the figure, and then the air bag is installed, and the gas in the air cylinder is squeezed out to be close to the bottom cover. Fill the bottom cover with about 2/3 of the cooling oil, close the upper cover, weld the upper and lower covers, and then weld the connection part between the bell ring of the intermediate isolation ring and the upper cover, and check the airtightness and airtight inside and outside. After the gas is not in the air, the central cylinder of the inflation valve is finally welded.
  • the wall thickness of the tank is determined by the tank diameter and the maximum filling pressure, and is 1-4 inches.
  • the tire-shaped low pressure fuel tank is placed in the spare tire space of the car. When the car is used frequently, it is usually possible to save space without the spare tire.
  • the car has a curb weight of 12Q0kg, a total mass of 15 Q0Kg, a maximum speed of 180ktn/li, an average fuel consumption of 8-9L/100km, an engine of 4-cylinder gasoline engine, a displacement of 1. 6L, a maximum power of 70kw/6000rptn, and a maximum torque of 150nni/4000rpm.
  • the engine has a maximum fuel consumption of 26Gg/kwh.
  • the input and output speed ratio of the selected planetary gear train when the sun gear is fixed is 1.5 (deceleration), and the two-speed gear ratio of the selected mechanical transmission mechanism is 1 and 0.5 respectively, thus, the whole system main transmission chain of four 5, 1. 0, 0. 7 and 0. 5 ⁇
  • the node speed ratio is 1. 5, 1. 0, 0. 7 and 0.5.
  • the speed ratio of the automatic transmission of the original car is 2.71, 1. 44, 1. 0, 0. 74, which is equivalent to the transmission set by the system with a large speed ratio.
  • the first and second variable liquid motives selected in this embodiment are swash plate type two-way duplex hydraulic pumps/motors, which are driven by the trunnion variable swash plate to realize variable adjustment, mode and direction conversion, and the first variable liquid motive
  • the maximum displacement is 28ml / r
  • the rated pressure is 31. 5Mpa, the highest pressure Mpa
  • the maximum speed is 5500rpm
  • the maximum displacement of the second variable liquid motive is 56ral / r
  • the rated pressure is 31. 5Mpa
  • the highest pressure is 3 5Mpa
  • the maximum speed is 5000 rpm.
  • the first and second variable liquid motives share a single housing.
  • Is selected hydraulic accumulator 50L, 300ram diameter, length SGOram, precharge pressure is 10-15 Mpa, maximum working pressure of 30Mpa, the maximum energy storage of about 5 00K: j; low-pressure tank is a tire, the diameter 5S0 Leg, volume d, maximum working pressure is lMpa. They are all set in the back box.
  • Lithium battery pack 35kg, specific energy 150whAg, capacity 50Ah, 96-110V, 5. 25Kw; battery discharge specific power is 300w / kg, discharge power 10. 5Kw, charging specific power is 150w / kg, charging power is 5Kw;
  • the rated power of the motor is 8Kw, the rated speed is .3000rpm, the rated torque is 25, 5NM, and the starting torque is 65 liters.
  • the driving torque of the main drive chain is different at different speed ratios: 225, 150 liters, 100 liters, 75 legs, the minimum (lOMpa) and maximum (Mpa) of the variable displacement engine at maximum displacement.
  • the torque is 44. 6 legs - 1% liter, and the minimum and maximum moments of the second variable liquid engine at the maximum displacement are 89. 2 Li - 3 12 Li. It can be seen that the engine runs at low speed, and the maximum torque that can be obtained is 537 ⁇ . Since the displacement of the engine valve and the hydraulic engine can be changed, the driving torque can be used as desired, and the driving performance is quite stable and strong.
  • the lowest drive torque of the system is the combination of the lowest torque of the first variable liquid engine and the minimum torque of the second variable liquid engine after being amplified by 3 times of the planetary gear train, totaling 223 NM, plus The upper motor is about 30-50 liters, totaling 253-273 blue, which is equivalent to the starting acceleration capability of the original second gear.
  • the transmission efficiency of its system is:
  • the power transmitted directly by the planetary gear train through the main drive chain accounts for about 50% of the total power.
  • the remaining 50% of the energy is transmitted by the hydraulic system.
  • the effective power is 10. 3Mj, and the car can drive at a low speed of about 30Km under the separate drive of the power.
  • the power in the battery pack drops to 20% of the rated capacity, it must be charged by the engine.
  • the energy required for each charge is approximately 6Mj, and the charge is 5Kw. It takes at least 20 minutes to charge. After charging, the small cycle can be completed about 3-4 times.
  • traffic jams in large cities are 1 to 2 hours, and traffic jams are usually within 20 - 50km, so they are within the range of 1 - 2 large cycles.
  • the engine does not work for a long time. It is necessary to pay attention to maintaining the temperature of the three-way catalyst, so that it still has high catalytic efficiency and reduces emissions when the engine is restarted.
  • the present invention contemplates a dynamic thermal enclosure that is used during cold seasons or in the area, i.e., when the engine is operating, and closed when the engine is off to maintain the three-way catalyst temperature.
  • the vehicle speed is high, try to use the engine to start the work-idle cycle mode to reduce the number of engine starts and stops.
  • automotive engines have low idle fuel consumption, they also need to be balanced between energy efficiency, environmental protection, and engine life.
  • the energy transmitted through the hydraulic link is 0-20%, 80-100% is transmitted through the main drive chain.
  • the highest efficiency is 96% of the two-stage gearing efficiency. It can be seen that, in terms of the transmission efficiency of the device itself, the ⁇ is higher than the automatic transmission, and the efficiency of the engine is greatly improved, so that the overall vehicle efficiency is also improved.
  • the high-power liquid motive is equivalent to adding a high-power power source to the car. Therefore, the car will obtain more powerful torque than the existing configuration from the low speed to the high speed range. Power reserve. It solves the contradiction between the most dynamic car power and economy in the design of automobile power system.
  • the machine fluid continuously variable transmission of the present invention can also cooperate with various forms of electric drive to form an electromechanical hybrid drive.
  • the electric drive and the liquid-free gallium-free variable speed drive are combined in parallel, and the motor power is driven more than the liquid-electric hybrid drive.
  • the power is relatively large, and it is above 10-20kw / 1500rpra, especially requiring low speed and high torque.
  • the battery type should be higher than the specific power, such as nickel-metal hydride batteries and lithium batteries, to meet the power requirements when the power is driven separately; if the wheel hub motor is installed on the rear wheel of the drive, when the vehicle is driving at low speed in urban road conditions, Electromechanical hybrid cycle drive. When the battery pack is fully charged, the engine is stopped and the motor is driven by the motor alone.
  • the motor When the car brakes, the motor is converted to a generator, and the kinetic energy of the car is converted into electrical energy and recovered by the battery pack.
  • the battery pack When the battery pack is low, the engine is started.
  • the motor is driven by the rear wheel of the car to become a generator.
  • the engine load is increased, and part of the mechanical energy is converted into electric energy and stored in the battery.
  • Car reversing Reversed by the motor, directly driving the car to reverse. If the car is mainly in urban road conditions, a large-capacity battery can be used. For example, it mainly works in the middle and high-speed area.
  • the small-capacity battery can be used.
  • the system adopts the large speed ratio up-speed transmission. When the vehicle accelerates for a short time, the motor participates in the drive, provides additional power, reduces engine power demand, improves engine efficiency, and achieves energy saving. purpose.
  • the power output shaft of the engine 101 is screwed and connected to the flywheel 102, and the starting gear ring of the starting motor gear and the flywheel is a 'clutchable coupling connection;
  • the tooth rim 103c of the planetary gear 103 is fixedly connected to the flywheel 102,
  • the sun gear 103a is fixed on the first transmission shaft 104-la of the mechanical transmission mechanism 104 by splines, and the two ends of the transmission shaft are respectively supported on the engine shaft hole and the casing by the centripetal thrust round male and female bearings respectively;
  • the carrier 103b and the transmission The sleeve 104-lb is fixedly connected, and the transmission sleeve is supported on the first transmission shaft through the needle bearing;
  • the planetary locker 103d is a wet electromagnetic clutch, including an electromagnet 103dl, a yoke, an inner ring, an inner ring friction plate, The outer ring and outer ring friction plate 103d3, the electric contact ring
  • the brushless DC motor may be an axial magnetic circuit or a disk of a radial magnetic circuit. Motor.
  • the drive gears 104-3a and 104-4a of the two-speed shift gear pair of the mechanical transmission mechanism are respectively sleeved on the drive bushing lb through the overrunning clutches 104-3c IO 4 - 4 c, the driven gears 104-3b and 104-4b
  • the overrunning clutches 104-3c, 104 - 4c are wedge-shaped, composed of an inner ring, an outer ring, a wedge and a cage, and the outer ring and the gear inner hole
  • the second one is to simplify the structure and save the radial dimension; the opposite ends of the inner ring of the two overrunning clutches have axial teeth with an axially slidable connection between the drive sleeves 104-lb.
  • the inner ring reference of the 104- 5a and 3 ⁇ 43 ⁇ 4 clutches has a synchronous gear cone set with the principle of the manual transmission synchronizer.
  • the right end of the first transmission shaft 104-la is fixedly coupled to the transmission gear pair 104-6a, 104-6b, and the gears 104-6b are fixed to the power shaft of the first variable hydraulic motor 107.
  • the first rotating shaft 104-la has an axial and radial oil passage in the middle, and the lubricating oil is introduced through the rotary joint 14-7 at the right end thereof, and the respective bearings on the shaft, the planetary gear train and the lock thereof are respectively fed through the radial oil passages.
  • the stopper, the transmission gear and the like provide lubrication; the power shaft of the second variable hydraulic motor 108 is fixedly connected with the second transmission shaft 104_2 by a spline, so that the second transmission shaft 104-2 also assumes the function of power synthesis; 104 - 4b simultaneously drive the driving mechanism 114 of the steam with the main reducer gear 105a.
  • the variable mechanism of the first variable hydraulic motor 107 is controlled by the cylinder 107a, and the variable mechanism of the second variable hydraulic motor 108 is controlled by the cylinder 108a; the first and second variables of the hydraulic actuators 107b and 108b are connected to the high pressure oil passage.
PCT/CN2007/000821 2006-03-14 2007-03-14 Ensemble de puissance pour vehicules WO2007107085A1 (fr)

Priority Applications (5)

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KR1020087025061A KR101163269B1 (ko) 2006-03-14 2007-03-14 자동차 동력장치
EP07711088.0A EP2006146B1 (en) 2006-03-14 2007-03-14 Power set for vehicles
JP2008558622A JP5356039B2 (ja) 2006-03-14 2007-03-14 自動車用パワー装置
CN2007800090294A CN101415576B (zh) 2006-03-14 2007-03-14 机动车动力装置
US12/231,795 US7806796B2 (en) 2006-03-14 2008-09-05 Power set for vehicles

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CN200610057549.X 2006-03-14
CNA200610057549XA CN101037087A (zh) 2006-03-14 2006-03-14 一种机动车无级变速混合动力节能装置

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EP (1) EP2006146B1 (ko)
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